Reducing bearing forces in an electrical machine

ABSTRACT

A rotary coupling ( 10 ) comprises a rotatable set of primary gear teeth ( 20 ), a damper ( 14 ) having a set of complementary secondary gear teeth ( 52 ) engagable with the primary gear teeth ( 20 ), and a damper guide, preferably being a damper channel ( 38 ), associated with the hub body ( 16 ) along which the damper ( 14 ) can move. To damp rotation of the primary gear teeth ( 20 ), the secondary gear teeth ( 52 ) are movable into and out of engagement with the primary gear teeth ( 20 ) dependent on a tilt of the damper guide ( 38 ). A method of damping rotational movement of a rotatable element, preferably being a wheel, and preferably using such a rotary coupling ( 10 ), is also provided.

The present invention relates to a rotary coupling, in particular but not necessarily exclusively for the wheel of a pushchair, stroller, pram, wheelchair or other rotatable element, such as a rotor of a dynamo generator, and also to a method of damping unrestrained rotational movement of a wheel or such other rotatable element due to orientation of an associated chassis.

Many items are wheeled, and in particular a pushchair, stroller or pram has typically three or more wheels, a chassis to which the wheels are rotatably mounted, and optionally a child support on which a baby, infant or toddler is placed for transportation.

Brakes are normally provided on one or more of the wheels. However, such brakes are traditionally manually operable by the carer and thus rely on being applied prior to the device being left unattended. Should the device be on an incline or decline and the brakes fail, a runaway condition occurs leaving the onboard child at peril.

Many other non-motorised transportation devices also include wheels, such as shopping trolleys, carts and wheelchairs, and the same problem regarding a runaway condition can be encountered following brake failure or through a lack of a braking mechanism.

The present invention therefore seeks to provide a solution to this problem.

According to a first aspect of the present invention, there is provided a rotary coupling comprising a rotatable set of primary gear teeth, a damper having a set of complementary secondary gear teeth engagable with the primary gear teeth, and an elongate damper guide along which the damper can move, whereby the secondary gear teeth are movable into and out of engagement with the primary gear teeth dependent on a tilt of the damper guide to damp rotation of the rotatable set of primary gear teeth.

Preferably, the rotary coupling further comprises a hub body in or on which the primary gear teeth are provided. In this case, the hub body may include an internal cavity in which the primary gear teeth are provided as an internal ring gear. Furthermore, additionally or alternatively, the rotary coupling may further comprise axially opposing end closures for closing the internal cavity of the hub body. Consequently, the end closures may be rotatably engaged with the hub body. A said damper guide may be provided on each end closure.

Optionally, the hub body may form part of a wheel. Additionally or alternatively, the primary gear teeth may beneficially be provided on the exterior of the hub body. As such, the damper guide is preferably at least one of a channel, keyway, rail or wire in or on which the damper can run.

Preferably, the rotary coupling further comprises a hub including the hub body, two opposing said damper guides being provided in opposite side walls of the hub, the damper being slidable along the damper guides to engage the primary gear teeth. The hub body may be mounted on a drive axle having a wheel thereon, and is held angularly stationary relative thereto. Furthermore, the primary gear teeth may be mounted on a drive axle which is rotatable relative to the hub body and which has a drivable rotatable element thereon.

Each said damper guide is preferably offset from an axis of rotation of the rotatable set of primary gear teeth. Additionally or alternatively, each damper guide may undulate along its longitudinal extent. Each damper guide preferably includes a trough portion partway between its ends for seating the damper during a rest condition; and/or each damper guide may include downturned end portions for seating the damper during a damping condition.

Preferably, a plurality of coplanar damper guides and associated secondary gear teeth is provided, the coplanar damper guides being spaced apart, and the secondary gear teeth being independently engagable with the primary gear teeth. However, a plurality of axially offset damper guides and associated secondary gear teeth may be provided, the offset damper guides being spaced apart, and the secondary gear teeth being independently engagable with the primary gear teeth. In one or both of these cases, the primary gear teeth preferably project radially outwardly, and the damper guides may be directed substantially tangentially towards the primary gear teeth.

Advantageously, the damper may include a damper body and an engagement portion on the damper body which is slidably engagable with the damper guide. In this case, the engagement portion is preferably a runner which includes two spaced apart pins.

The secondary gear teeth may form part of a pinion gear. As such, the pinion gear is preferably journaled with a damping bush. The damper may be freely slidable along the damper guide. Additionally or alternatively, the damper may be spring-biased for movement along the damper guide. Furthermore, the damper is preferably motor-drivable along the damper guide. In this case, the rotary coupling may further comprise a gyroscope for determining an orientation of the damper and control of the engagement of the secondary gear teeth with the primary gear teeth.

According to a second aspect of the invention, there is provided a method of damping rotational movement of a wheel using a rotary coupling as claimed in any one of the preceding claims, the method comprising the step of causing a damper to move into geared engagement with a rotatable set of primary gear teeth to damp unrestrained movement of an associated wheel, based on an inclination and/or declination of a chassis to which the wheel is mounted.

Preferably, the damper is slidable along a non-linear path to engage the said rotatable set of primary gear teeth. The undulations provided by the non-linearity allow the damper to be held in a rest condition whereby no damping is applied, and then to move on reorientation of the chassis to a damping condition whereby damping is applied to restrict unrestrained or runaway motion.

Furthermore, a plurality of coplanar or offset dampers may be independently slidable into geared engagement with the primary gear teeth based on the inclination and/or declination of the chassis.

According to a third aspect of the invention, there is provided a method of damping rotational movement of a wheel, the method comprising the step of causing a damper to move along a non-linear path into geared engagement with a rotatable set of primary gear teeth to damp unrestrained movement of an associated wheel, based on an inclination and/or declination of a chassis to which the wheel is mounted.

According to a fourth aspect of the invention, there is provided a method of damping rotational movement of a rotatable element, the method comprising the step of causing a damper to move along a non-linear path into geared engagement with a rotatable set of primary gear teeth to damp unrestrained movement of an associated rotatable element, based on an inclination and/or declination of a support to which the rotatable element is mounted.

The invention will now be more particularly described, by way of examples only, with reference to the accompanying drawings, in which:

FIG. 1 is a perspective view of a first embodiment of a rotary coupling, in accordance with the first aspect of the invention;

FIG. 2 is a side elevational view of the rotary coupling, with one side of a hub removed for clarity;

FIG. 3 is a side view of the hub body with an end closure removed to reveal a damper;

FIG. 4 is an exploded view of the rotary coupling, showing the hub and a damper; and

FIG. 5 is an enlarged view of an interior surface of the end closure of the hub;

FIG. 6 is a further enlarged view of part of the interior surface of the end closure, showing a damper channel; and

FIGS. 7a to 7f show, diagrammatically, a second embodiment of a rotary coupling, in accordance with the first aspect of the invention.

Referring firstly to FIGS. 1 to 6 of the drawings, there is shown a first embodiment of a rotary coupling 10 which comprises a hub 12 and a damper 14 for damping movement of the hub 12. The hub 12 in this case includes a circular hollow hub body 16 having axially positioned end closures 18 to close the hub body 16. The hub body 16 may be adapted to receive a tyre, and therefore may form a rim or wheel, or may form part of an axle having a separate wheel thereon as will be described in more detail hereinafter.

In the present embodiment, the hub body 16 includes a plurality of interior primary gear teeth 20 formed in an interior cavity 22, thereby defining or substantially defining an internal ring gear 24. To accommodate an axial dimension of the damper 14, the internal ring gear 24 may be offset along the axial extent, so as to be closer to one end closure 18 than the other.

Each end closure 18 includes preferably an end plate 26, a bearing 28 interposed between the end plate 26 and the hub body 16, and a stub axle 30 provided centrally on a major exterior surface 32 of the end plate 26. The end plate 26 is rigid and, together with the bearing 28, which is preferably a roller or ball bearing, is dimensioned to seat as a close or tolerance fit in an axial access opening 34 of the hub body 16. The stub axle 30 enables direct or indirect engagement to a chassis 36, for example, being part of a castor, or a main axle connected to a separate or remote wheel.

A damper channel 38 is formed on a major interior surface 40 of the end plate 26. In this case, the damper channel 38 undulates along its whole longitudinal extent, and includes a trough portion 42 which is partway and preferably midway between end portions 44 of the damper channel 38. The trough portion 42 forms a seat for the damper 14 when in its rest condition, and a lowest point of the trough portion 42 is preferably spaced above a central axis of the hub body 16.

The end portions 44 of the damper channel 38 are downturned in a general direction corresponding to the lowest point of the trough portion 42. In this embodiment, the ends 46 of the end portions 44 and the lowest point of the damper channel 38 are coplanar or substantially coplanar.

The damper 14 comprises a support element 48, being in this case substantially U-shaped, a pinion gear 50 having a set of secondary gear teeth 52, and a damping bush 54 for damping movement of the pinion gear 50. A first side of the damping bush 54 is supported by a first side wall 58 of the support element 48. The pinion gear 50 is journaled with the damping bush 54 at its second side, and with a second side wall 62 of the support element 48. Angular displacement of the pinion gear 50 relative to the support element 48 is therefore resisted by the damping bush 54.

By way of example, the damping bush 54 includes a bush housing 64 having a drive shaft mounted for rotation extending therefrom for engagement with the pinion gear 50. Alternatively, an axle of the pinion gear 50 may be received in the bush housing 64. Within the bush housing 64 is provided a friction element, such as a friction ring or plate. In the case of a friction ring, the drive shaft or axle engages the friction ring, which in turn slidably engages an interior braking surface of the bush housing 64, thereby providing a slipping resistive force against rotation. In the case of a friction plate, the drive shaft or axle bears against the friction plate, thereby again having a resistive force against rotation imparted thereto.

A major exterior surface 66 of the first and second side walls 58, 62 of the support element 48 of the damper 14 includes two spaced apart guide pins 68 projecting in an axial direction of the pinion gear 50. The guide pins 68 are, in this embodiment, located substantially centrally of the major exterior surfaces 66 of the first and second side walls 58, 62. Preferably, the guide pins 68 are rotatable about their axial extents, but may be fixed relative to the major exterior surfaces 66.

Although a pair of guide pins 68 is suggested, a guide block may be utilised on each major exterior surface 66. In any event, it is preferable to utilise a guide element which can provide rotational stability laterally of the pinion gear rotational axis.

The guide pins 68 are seated in their respective damper channels 38, whereby the damper 14 is supported in the hollow interior cavity 22 of the hub body 16 by the end closures 18. With the damper 14 in its rest condition, whereby the guide pins 68 are located in the trough portion 42 of the damper channel 38, the secondary gear teeth 52 of the pinion gear 50 are disengaged from the primary gear teeth 20 of the internal ring gear 24.

Through research and observation, it has been determined that a vast majority of inclines and declines tackled by non-motorised wheeled devices, such as pushchairs, stroller and prams, are up to 12 degrees. Slopes which are greater than 12 degrees are uncommon and are often not attempted by the carer.

To therefore allow the damper 14 to move from the trough portion 42 to the end portions 44, a greatest slope of the walls 70 of the trough portion 42 should preferably be slightly greater than the expected maximum incline or decline being travelled. As such, the greatest slope of the walls 70 should preferably be between 13 degrees and 20 degrees, and more preferably in the order of 15 degrees.

With the end closures 18 held stationary relative to a wheeled chassis 36, such as a chassis of a pushchair, stroller or pram, and the chassis 36 is tilted from the horizontal, for example, whilst descending an incline, the damper 14 thus moves forwardly under gravity along the canted damper channel 38 from the trough portion 42 to the lowermost end portion 44 and thus assumes a damping condition. In such a damping condition, the secondary gear teeth 52 of the pinion gear 50 are brought into meshed engagement with the primary gear teeth 20 of the internal ring gear 24 of the hub body 16.

The end portions 44 are slightly elongate, whereby the spaced guide pins 68 once there received counteract a rotational tendency imparted by the engagement with the internal ring gear 24 of the hub body 16. The damping bush 54 thereby imparts a resistive force to the pinion gear 50, which in turn damps the angular displacement of the hub body 16, for example, forming part of a wheel with a tyre supported at its exterior surface.

Consequently, although a runaway condition would not necessarily be prevented in this embodiment, a gravitationally activated partial braking force is automatically applied without manual intervention.

In the event that the chassis 36 is tilted in the other direction, for example, whilst ascending an incline, the damper 14 slides from its at rest condition in the trough portion 42 to the lowermost and, in this case, rearmost end portion 44 of the damper channel 38. However, due to the rotational direction of the hub body 16, the internal ring gear 24 tends to push the pinion gear 50 out of engagement, and thus the guide pins 68 out of the end portion 44 and back towards the trough portion 42. As such, positive reliable engagement between the pinion gear 50 and the internal ring gear 24 is not achieved, and no or little resistive braking force is applied to the hub body 16.

However, in this situation, should the rotational direction of the hub body 16 be reversed, for example, should the wheeled device start to roll backwards down the incline, the reversed angular displacement of the hub body 16 together with gravity and the inclination of the damper channel 38 urges the guide pins 68 towards the end 46 of the lowermost end portion 44 of the damper channel 38, which in this case has now changed from being the rearmost end portion 44 to being the forwardmost end portion 44 due to the change in rotational direction of the hub body 16. This has the effect of urging the pinion gear 50 of the damper 14 into positive engagement with the internal ring gear 24 of the hub body 16, and thus the automatic application of a partial braking force.

With the chassis 36 on level or substantially level ground, the pinion gear 50 is urged out of engagement with the internal ring gear 24, and the damper 14 slides back into the trough portion 42 of the damper channel 38, consequently regaining its at rest condition.

It will be clear to the skilled person that the above described scenario may also occur vice versa.

It is possible that the end portion 44 of the damper channel 38 may recurve back on itself, for example, following an arc of the internal ring gear 24. As such, the end 46 of the end portion 44 of the damper channel 38 may extend below a level of the lowermost point of the trough portion 42.

It is important that the guide element, whether guide pins 68, a guide block or other guide means, prevents or limits rotational movement of the support element 48 of the damper 14 when received in the end portion 44. This ensures a more positive and reliable engagement of the pinion gear 50 with the internal ring gear 24, when the damper channel 38 is tilted for descending, and provides slippage between the pinion gear 50 and the internal ring gear 24 when the damper channel 38 is titled for ascending. To this end, therefore, the end portions 44 may taper or narrow relative to the trough portion 42, rather than the damper channel 38 having a constant or substantially constant lateral extent along at least a majority of its longitudinal extent.

Furthermore, with the curvature of the end portion 44 matching or substantially matching that of the internal ring gear 24, the damper 14 can be more easily drawn to a crest 72 between the trough portion 42 and the end portion 44, thereby allowing the damper 14 to regain its at rest condition in the trough portion 42, for example, when the chassis 36 is pulled backwards on level ground.

Referring now to FIGS. 7a to 7f , there is shown a second embodiment of a rotary coupling. Like references refer to parts which are identical or similar to those of the first embodiment, and therefore further detailed description is omitted.

The rotary coupling 10 of this embodiment again comprises the hub 12 and damper 14 for damping unrestrained movement of the hub 12 when an associated chassis 36 is tilted. As before, the hub 12 may include a circular hollow hub body 16, and is preferably adapted to receive or be received by a tyre 174, although may be formed instead as part of an axle. In this embodiment, it is preferable that the hub body 16 is fixed relative to the chassis 36.

In the interior cavity 22 of the hub body 16, the plurality of interior primary gear teeth 20 are provided by way of a primary cog 124, whereby the primary gear teeth 20 project radially outwardly towards an interior circumferential surface of the hub body 16. A rotational axis of the primary cog 124 is fixed relative to the rotational axis of the tyre 174, and for example an axle portion of the primary cog 124 may project out of the hub body 16 to engage a rim supporting the tyre 174.

The damper 14 in this case preferably comprises two spaced apart damper channels 138, which may conveniently be formed on the interior major surface 40 of the or both closing end plates 26. The damper 14 further comprises the secondary gear teeth, in this case being the pinion gear 50 having radially-outwardly extending secondary gear teeth 52, associated with each damper channel 138 for sliding movement therealong. Although not shown, it is envisaged that each pinion gear 50 is supported by a said support element, and utilises a said damping bush or other suitable damping means to damp or at least partially inhibit rotational movement of each pinion gear 50.

Each damper channel 138 curves or undulates along at least a majority of its longitudinal extent to or adjacent to a tangential position in relation to the primary cog 124. In this case, the trough portion 42 is preferably at or adjacent to a distal end 176 of each damper channel 138, relative to the primary cog 124. With the associated chassis 36 at rest or when moving on level or substantially level ground, as shown in FIGS. 7a and 7b , arrow A, each damping pinion gear 50 sits in its respective distal-end trough portion 42 due to gravity.

With the chassis 36 being moved downhill and therefore tilted, as shown in FIGS. 7c and 7d , arrow B, the trailing damper channel 138 a is raised by the angular displacement of the hub body 16, thus allowing the respective trailing damping pinion gear 50 a to slide under gravity into meshed engagement with the primary cog 124, rotating in this case in a clockwise direction, arrow X. As such, damping preventing or limiting a downhill runaway condition is achieved. Slippage between the interdigitation of the trailing damping pinion gear 50 a and the primary cog 124 is also prevented or limited due to the trailing damping pinion gear 50 a being urged, indicated by arrow Y, to or towards a proximal end 178 of the damper channel 138 a, due to the rotational direction of the primary cog 124. The leading damping pinion gear 50 b in the leading damper channel 138 b remains in its distal-end trough portion 42 again due to gravity.

As shown in FIGS. 7e and 7f , with the chassis 36 being pushed uphill, see arrow C, although the damping pinion gear 50 b slides along its leading damper channel 138 b into engagement with the primary cog 124, due to the rotational direction, indicated by arrow X, of the primary cog 124, the engagement is only partial with the damping pinion gear 50 b being pushed back along the leading damper channel 138 b from the proximal end 178 in the direction of the distal-end trough portion 42.

If the rotational direction of the primary cog 124 changes from clockwise to anti-clockwise, for example, if the chassis 36 shown in FIG. 7e starts to roll backwards down the hill, due to the continued tilting upwards of the uppermost damper channel 138 b, the associated damping pinion gear 50 b due to gravity engages the primary cog 124 and is consistently urged by the rotational movement of the primary cog 124 towards the proximal end 178 of its damper channel 138 b and thus into continued positive engagement during the runaway condition.

In this embodiment, the damper 14 requires two damper channels 138 a and 138 b along with two associated damping pinion gears 50 a and 50 b in order to achieve bidirectional damping against a runaway condition. However, if only unidirectional damping against a runaway condition is required, then only one damper channel and associated damping pinion gear need be utilised, as required.

Furthermore, it is feasible that more than two damper channels and associated damping pinion gears could be utilised to enable varying degrees of damping dependent on an inclination and/or declination of the chassis. In this case, the or each further damper channel is simply angularly offset from the or each original damper channel about the primary cog.

Additionally or alternatively to a trough portion, the damper channel may be associated with a return spring for biasing the damper back to its rest condition, being partway and preferably midway between the end portions. This may therefore allow the trough portion to be dispensed with, and as such the damper channel to be straight or substantially straight between the downturned end portions. By providing a return spring at each side of the damper, the damper can be biased to substantially the mid-point of the damper channel.

As a further additional or alternative modification to the above embodiments, the damper channel may be associated with a magnetic element at or adjacent to the midway point of the damper channel. A further magnetic element is therefore also provided on the damper, and as such a magnetic force is utilised to bias the damper to its rest condition. Again, as above, this may therefore enable the trough portion to be omitted and allow a longitudinal extent of the damper channel between the end portions to be straight or substantially straight.

In a yet further possible modification, an electric motor or a manually actuatable biasing mechanism may be utilised to hold and/or move the damper to its rest condition. Furthermore, such a biasing mechanism may also be utilised to hold and/or move the damper to the required one of the end portions whereby the pinion gear engages the internal ring gear to provide a partial braking force against a freely rotatable hub body.

Another option, which again may be in addition or as an alternative to the above described embodiments, would be to provide a flexible or selectively adjustably damper channel to suit a given intended use or situation. In this case, the damper channel may dynamically adjust dependent on inclination and/or declination. This dynamic adjustment may be imparted through the use of a gyroscope to monitor an angle of the chassis, and electric motors to suitably adjust the curvature of the damper channel thereby allowing the damper to more freely move between the rest condition and the engagement condition. In the alternative arrangement, the end closure of the hub body may be provided with a range of mounting points for the damper channel, whereby a user or provider can customise a position of the damper channel based on the user's intended use of the wheeled device and their typical environment.

In a further embodiment, the hub may not be formed as part of a wheel, and for example may be axially spaced from a wheel supported by the chassis via an axle. In this arrangement, it may be necessary to provide the primary gear teeth on an exterior surface of a hub body, thereby forming a spur gear for meshing engagement with the pinion gear of the damper. The hub body therefore may or may not be hollow, as required.

To enable sliding gravitational engagement by the pinion gear with the spur gear, the damper channel for receiving the damper extends from each side of the hub body. By way of example, the hub may include a hub housing which surrounds the hub body and damper, and from which the drive axle to which the wheel is mounted extends. The damper channels extending from the hub body may therefore be formed on interior sides of the hub housing, thereby allowing the damper to slide into and out of engagement with the primary gear teeth of the spur gear.

The damper channel may be configured in any of the arrangements as described above.

Similarly to the above, therefore, as the chassis is tilted to roll down an incline, the damper moves from its rest condition on the damper channel to the end portion and thus its engagement condition with the spur gear defined by the hub body. A resistive braking force is therefore applied to the hub body and thereby to the wheel via the attached axle, due to the damped pinion gear and due to the rotational direction of the hub body urging the damper towards the end of the end portion of the damper channel.

Once rotation of the hub body is reversed, the damper is urged out of the end portion, allowing free rotation.

Although a damper channel has been suggested, other kinds of damper guide or damper guide means for guiding the damper to the primary gear teeth may be considered, such as a rail, wire, keyway or a combination thereof. These may be supported or provided on or in the hub body, wherein the hub body may be a closed or closable compartment, an open cavity, a mounting plate or block, or even an open framework of one or more struts or supports.

Although a plurality of coplanar damper guides and associated secondary gear teeth is provided, which may improve balance within the coupling, the damper guides may be axially offset or staggered in the direction of the rotational axis.

It will be appreciated that, although the above embodiments specifically go to the damper moving into engagement with the primary gear teeth of the rotary coupling, it would be possible to introduce a moveable idler gear instead. In such an arrangement, the damper would be stationary, and the idler wheel would be actuatable along the damper guide. The result would be the same; a geared element would actuate into engagement with the primary gear teeth, in order to provide a damping force, dependent on a tilt of the damper guide.

The present invention is particularly advantageous in controlling a wheel. However, it may be utilised to control any drivable rotatable element, such as a rotor of an electric motor, dynamo, generator or turbine.

It is therefore possible to provide a rotary coupling having a gravitationally actuatable damper. By associating damper movement with an inclination and/or declination of a chassis to which the coupling is attached, the damper can slide into and out of engagement, thereby selectively and automatically applying a braking or retarding force to unrestrained motion.

The words ‘comprises/comprising’ and the words ‘having/including’ when used herein with reference to the present invention are used to specify the presence of stated features, integers, steps or components, but does not preclude the presence or addition of one or more other features, integers, steps, components or groups thereof.

It is appreciated that certain features of the invention, which are, for clarity, described in the context of separate embodiments, may also be provided in combination in a single embodiment. Conversely, various features of the invention which are, for brevity, described in the context of a single embodiment, may also be provided separately or in any suitable sub-combination.

The embodiments described above are provided by way of examples only, and various other modifications will be apparent to persons skilled in the field without departing from the scope of the invention as defined herein and throughout. 

1. A rotary coupling (10) comprising a rotatable set of primary gear teeth (20), a damper (14) having a set of complementary secondary gear teeth (52) engagable with the primary gear teeth (20), and an elongate damper guide (38; 138) along which the damper (14) can move, whereby the secondary gear teeth (52) are movable into and out of engagement with the primary gear teeth (20) dependent on a tilt of the damper guide (38; 138) to damp rotation of the rotatable set of primary gear teeth (20).
 2. A rotary coupling (10) as claimed in claim 1, further comprising a hub body (16) in or on which the primary gear teeth (20) are provided.
 3. A rotary coupling (10) as claimed in claim 2, wherein the hub body (16) includes an internal cavity (22) in which the primary gear teeth (20) are provided as an internal ring gear (24).
 4. A rotary coupling (10) as claimed in claim 3, further comprising axially opposing end closures (18) for closing the internal cavity (22) of the hub body (16), the end closures (18) are rotatably engaged with the hub body (16).
 5. A rotary coupling (10) as claimed in claim 4, wherein a said damper guide (38; 138) is provided on each end closure (18).
 6. A rotary coupling (10) as claimed in claim 5, wherein the damper guide (38; 138) is at least one of a channel, keyway, rail or wire in or on which the damper (14) can run.
 7. A rotary coupling (10) as claimed in any one of claims 2 to 9, further comprising a hub (12) including the hub body (16), two opposing said damper guides (38; 138) being provided in opposite side walls of the hub, the damper (14) being slidable along the damper guides (34) to engage the primary gear teeth (20).
 8. A rotary coupling (10) as claimed in any one of claims 2 to 7, wherein the hub body (16) is mounted on a drive axle having a wheel thereon, and is held angularly stationary relative thereto.
 9. A rotary coupling (10) as claimed in claim 2, wherein the primary gear teeth (20) are mounted on a drive axle which is rotatable relative to the hub body (16) and which has a drivable rotatable element thereon.
 10. A rotary coupling (10) as claimed in any one of the preceding claims, wherein each said damper guide (38; 138) is offset from an axis of rotation of the rotatable set of primary gear teeth (20).
 11. A rotary coupling (10) as claimed in any one of the preceding claims, wherein each said damper guide (38; 138) includes a trough portion (42) partway between its ends for seating the damper (14) during a rest condition, and downturned end portions for seating the damper (14) during a damping condition.
 12. A rotary coupling (10) as claimed in claim any one of the preceding claims, wherein a plurality of coplanar said damper guides (38; 138) and associated secondary gear teeth (52) is provided, the coplanar damper guides (38; 138) being spaced apart, and the secondary gear teeth being independently engagable with the primary gear teeth.
 13. A rotary coupling (10) as claimed in claim any one of claims 1 to 11, wherein a plurality of axially offset said damper guides (38; 138) and associated secondary gear teeth (52) is provided, the offset damper guides (38; 138) being spaced apart, and the secondary gear teeth (52) being independently engagable with the primary gear teeth.
 14. A rotary coupling (10) as claimed in claim 17 or claim 18, wherein the primary gear teeth (20) project radially outwardly, and the damper guides (38; 138) are directed substantially tangentially towards the primary gear teeth (20).
 15. A rotary coupling (10) as claimed in any one of claims 1 to 19, wherein the damper (14) includes a damper body and an engagement portion on the damper body which is slidably engagable with the damper guide (38; 138).
 16. A rotary coupling (10) as claimed in any one of claims 1 to 15, wherein the secondary gear teeth (52) form part of a pinion gear (50) journaled with a damping bush (54).
 17. A rotary coupling (10) as claimed in any one of claims 1 to 23, wherein the damper (14) is at least one of freely slidable along the damper guide (38; 138), spring-biased for movement along the damper guide (38; 138), and motor-drivable along the damper guide (38; 138).
 18. A rotary coupling (10) as claimed in claim 17, further comprising a gyroscope for determining an orientation of the damper (14) and control of the engagement of the secondary gear teeth (52) with the primary gear teeth (20).
 19. A method of damping rotational movement of a wheel, the method comprising the step of causing a damper (14) to move into geared engagement with a rotatable set of primary gear teeth (20) following actuation of a gear element to damp unrestrained movement of an associated wheel, based on an inclination and/or declination of a chassis to which the wheel is mounted.
 20. A method as claimed in claim 28, wherein the damper (14) is slidable along a non-linear path to engage the said rotatable set of primary gear teeth (20).
 21. A method as claimed in claim 29 or claim 30, wherein a plurality of coplanar dampers (14) are independently slidable into geared engagement with the primary gear teeth (20) based on the inclination and/or declination of the chassis. 